Signal for trains



July E, 1930.

E. W. SWARTWOUT SIGNAL FOR TRAINS Filed June 9, 1924.A

4 Sheets-Sheet l July 1930. E. w. swAR-rwour ,759,892

SIGNAL FOR TRAINS Filed June 9. 1924 4 SheetsShee?. 2 ,7 F .la l F' ,y Y /9 A C? 34- J ,/7 i .33 Z JZ July l, 1930.

E. W. SWARTWOUT SIGNAL FOR TRAINS Filed June 9, 1924 4 Sheets-Sheet 3 L Flu@ w. mv, INNN m SMM? July l, i930. E. w. swARTwouT SIGNAL FOR TRAINS Filed June 9, 1924 4 Sheets-Sheet 4 Patented July 1, A1930 stares iataeaa EVERETT W. SWARTWOUT, OF, WHITE PLAINS, YORK sIGNAL Foa TRAINS Application ined June s, 1924. serial '110.118,733.

This invention relates to signals for trains. s An object of this invention 1s to provlde a signal for a train moving on a trackway,

whereby indications are shown by .the signal corresponding to the traiic'condltion, and

the movement ofthe train, or adjacent train or trains, are controlled remotelyvfrom each train.

Anotherobject of thevinvention is to pro 1o vide a signal or set of signals, co-ordinated With blocks orsectionsot trackway, whereby the movement of the tra'in and the signal indications are controlled remotely from the train.

-A further object of the invention is to provide within the signal installation a member Jfor controlling the movement of a train in correspondence to the indication of the signal.-

The above and other objects of the invention are attained in a preferred form of the invention, comprising a signal installation, having one or more semaphores and an electrical resistance, inductance, transformer or equivalent train movement control member,

embodied inthe signal installation, whereby upon the setting ofthe signal to caution orl stop, the movement of the train is correspondingly controlled remotely from lthe train. In one form of the invention, the setting of a semaphore and control member for any signal is performed manually at the signal, and in another form of the invention the setting and operation of the semaphore and the control member of any signal is effected automatically, or under control at a `central location.

Further features and objects of the invention will be more fully understood from the-followingl detail description and the accompanying drawings, in which Fig. 1 is a perspective elevation of a two semaphore signal, provided with manual operating members, and embod ing my invention, the danger and the caution semaphores being shown in non-set or clear positions;

Fig'. 2 is a similar perspective view of the signal shown in Fig. 1, but with the danger i 'semaphore in set position and the caution semaphore in non-'set position, the manual operating members being in corresponding positions.;

Fig. 3 is a similar perspective View, showing the danger semaphore in on-set position and caution semaphore in set position,

and the manual operating members in corresponding positions;

Fig. 4, is a similar perspective view, showing both the danger and'fcaution semaphores in set position and the manual operating members in like positions;

Fig. 5 isa detail vertical sectional view of Fig. 1, take-n through the manual operating members,I and 'on a greatly enlarged scale;

` Fig. 6 is a sectional elevation online 6-.6 of Fig. 5; i

Fig. 7 is a diagrammatic plan view of aseries of blocks or track sections and signal circuit connections;

Fig. Sis a frontelevation of a single semaphore signal, showing a modification of the invention;

Fig. 9 is a sectional elevation of the modification shown in Fig. 8,v taken on a line similar to that of Fig. 6;

Fig. 10 is a sectional elevation, similar to Fig. 6, but showing a furthenmodification;

Fig. 11 is a diagram illustrating the ap-. plication of my invention a loop trackway having two signals and providing for auto-v matic control of the signals and of the train or trains; and

Fig. 12 is a diagram showing the application of my invention applied to a loop trackway and signal circuit connections, controlled from central location.

Referring to Figs. 1 to 4, inclusive, the signal proper 15 may comprise a danger semaphore 16 and a caution semaphore 17, pivotally mounted at 18, 1 9 on suitable brackets (not shown) carried by a vertically extending casing 20. Thebase 21 of the casing '2O is of suitable form for positioning A manual lever 22 serves to operate one of im' the semaphores, say semaphore 1 6, and ariother manual lever 23 serves to operate another semaphore, such as the semaphore 17. A simple connection between the manual levers 22, 23 and the respective semaphores is afforded by fulcruming the lever` 22, see Fig. 6, ontbe pivot 24, and connecting at a A suitable leverage point 25 a rod 26, connected at its opposite end 27, see Fig. 1, to the leverage point 28 of the semaphore 16, the

upper portion 27 of the rod 26 extending' through the vertically elongated slot 27 f* of the casing 20. Similarly, the manual lever 23 is fulcrumed at 29, connected at a suitable leverage pointl 30 to a vertically extending rod 31, which is connected at its upper end 32 at a suitable leverage point 33 of the semaphore 17. The' rods 26, 31, are prefer-v *ably bent at their lower ends, as indicated The lower portion 37 of the casing 20 isl provided with the slots 38, 39 to afford projection of the exterior portions of the leversA 22. 23, tov afford manual operation. v

To the terminal 40, suitably located on and insulated from a base plate 41 is connected a lead 42, the other end of which is connected to the contact l43, located in coaction with a terminal bridge plate 44 of the lever 22. The body portion of the lever 22 may be of fibre or like insulating material, the object being that the terminall portion 44 of the lever 22 is of or carries a terminal bridge plate of av length to span the contacts 43, 45, when the lever 22 is in its raised position, as shown in Fig. 6, while'insulation is provided against leakage of current through the pivot pin 24 or by.l the body portion of the'lever 22 con,- tacting with the frame 37. The contact 46 is positioned above the contact 43 an equal spacing, tov be bridged by the terminal bridge plate 44 when the lever is in its downwardv or reversed position. c i

The manual lever 23 is constructed and coordinated with its set of contacts, similar as the manual lever 22. A Contact 50 is spaced below a contact 51 to be spanned when the lever 23 is in its upper position by the terminal bridge plate 52; a contact 53 is spaced above the contact 51- to be bridged with the contact 51 when the terminal bridge plate is moved upwardly, i. e.. upon the downward movement ofthe manual lever 23.

The contact 50 is connected by the lead 54 to the terminal 55, mounted on and insulated with visual indication, such as the transf from the base plate 41 of the casing of the signal.

Preferably, a resistance 56 is mounted within the casing 20 of the signal, and the resistance is conveniently in the form of a coil of suitable electrical resistance material and suitably supported in insulated relation with the vcasing 20. The lower end 57 of the resistance 56 is connected bythe lead .58 to the contact 53.

The upper end of the resistance 56 is connected by the lead 59 to the contact 50.

The lead 60 connects the contact 45 of thel manual lever 22 with the' contact 51 of the manual lever 23. Accordingly, upon both levers 22, 23 hare in their respective upper positions, as is indicated in Fig. 6, and assuming the current to enter at the terminal 40, the path of the circuit through the signal is by lead 42, contact 43, bridging element 44, contact 45, lead 60 contact 51, bridging element 52, contact'50, lead 54 and thence to terminal 55.

Upon moving the manual lever 22to its downward position. whereat its bridging ele- 'ment 44 spans the contacts 43, 46, the circuit is traced as follows :-`terminal 40, lead 42, contact'43, bridging element 44, contact 46, whereat the circuit is interrupted, and accordingly upon downward movement of the manual lever 22, the ,danger semaphore 16 is moved to its positionl as indicated inl Fig. 2, in whichcircumstance as will be shown more fully in connection with the trackway shown in Fig. 7, the circuit for the section of the trackway effected. is devoid of current,

.causing the train to be brought to a stop,

as explained more fully hereinafter.

Upon moving the manual lever 23 to its downward position, thereby vbringing its lbridging element 52 to span lthe contacts 51, 53 and assuming the manual lever 22 to be in its upper position, the circuit through the signal is traced as follows :--terminal 40,`

lead 42, contact 43, bridging element 44, contact 45, lead 60, contact 51', bridging element 52, contact .53, lead 58, resistance 56, lead 59, Contact 50,1ead' 54 and thence to terminal 55. At these positions ofthe manual lever 22, 23, the danger semaphore 16 is in its non-set positions, see Fig. 3, and the caution semaphore 17 is in its'set position, and accordingly, the currentvis reduced by the -clectrical effect ofthe resistance 56, or equivaent.

For both of the manual levers 22, 23 being in their downward positions, as is indicated in Fig. 4, and corresponding setting of the danger and caution semaphores 16, 17

the circuit through the signal is interrupted,

namely by the absence of any electrical connection between the contact 43 and the contact 45.

The lighting indication of the semaphores 16, 17 is effected by means of any suitable electrical lamp (not shown) connected at one terminal to one end of the lead 61, the other end of which lead 61 is connected to the terminal 40.v The other terminal of the lamp is grounded to the casing 20.

As indicated in Fig. 5, the contacts 45, 43 and 46 may be conveniently insulated by mounting on a strip 62 of insulation bre,

riveted or otherwise secured to the innerface of the casing 20, which maybe a metal stamping. Similarly, the contacts may be mounted on the fibre strip 63.

The semaphore 17 is similarly provided with transparencies 34, 35, showing white or equivalent and green or equivalent in coaction with an electrical lamp (not shown) connected at one terminal by a conductor electrically connected in parallel to the lead 61 the lamp of the semaphore 16, and its other terminal connected by a conductor to ground.

Fig. 7 shows the employment of the form of signal shown in detail in Figs. 5 and 6. The trackway may be formed of any number of blocks, designated A, B, C, etc. The third rail 66 of the block A is insulated from the third rail 67 from the block B by the insulating piece 68, preferably formed o f insulating material, shaped at its opposite ends to be inserted within the registering openings at the respective opposing ends of the third rails 66, 67 and which insulating piece preferably is formed with the projection 69, to space the opposing end of the third rail 66 from that of the third rail i 67. Similarly, the opposing end of the third rail 67 is insulated and spaced from the third rail 70 of the block C by the insulating piece '71 having the projection 72. The connecting pieces 7 3 between the respective outer rails 75, of the blocks A and B serve to mechanically span thev spacing between the opposing ends to afford smooth travel of the wheels ot the locomotive and cars, or other vehicles and also to serve as electricall conductors; similarly, the connecting pieces 73 mechanically and electrically bridge the spacing between the outer rail 74 of the block B and the outer rail 74 of the block C, likewise between the outer rail 75 of the block B and the outer rail 75 of the block C.

It will be understood that the length and shape of the blocks or sections of trackway may be selected as desired.

The lead 76 is connected at its one end 77 to the third rail 70 of the block C and at its opposite end to the terminal 40 of the signal, which may correspond to the signal shown in detail in Figs. 5 and 6, and gener` ally in F i gs. 1 to 4,' inclusive. The lead 78 is connected at its end 7 9 to the third rail 67 of the block B and at its opposite end to the terminal 55. The lead 80 is connected at its end 81 to one of the outer rails (of the block C,) such as the rail 74, and at its opposite end i to the terminal 49 of the signal.

Assuming a train, whose wheels roll on the opposite outer tracks 74, 75 of the block A,

and traveling inthe direction of the arrow 81, see Fig. 7, and in the circuit of the trackway is included an suitable lead from av-suitable source to the third rail 66, thence through the usual brush contact carried by the locomotive, thence through the motor of the locomotive, the wheels of the locomotive and' through a suitable connection (not shown) in return to the source of electrical current.

If it is desired to-stop the train in block B, the 'manual lever 22 is depressed to set the danger or stop semaphore 16, as shown in Fig. 2, and' upon the trainpassingfrom the termination of block A into block B,the circuit through the motor of the locomotive of the train is open circuited and de-energized by reason ot the insulationof the third\ rail 67 at one end from the third rail 66 of the block A and at its oppos'te end from the third rail 70 of the block and further-by the reason of the open circuit between the contact 45, contact 43 and the bridge element 44 ofthe manual lever 22, as described more fully hereinabove, and accordingly, the train will be brought to rest.v

If it is desired to slow down the train when passing through the block B, the mancaution semaphore 17 will be set and the x danger semaphore 16 is non-set, as indicated in Fig. 8, in which relation of the circuit, electrical power will be transmitted from the third rail 70 of block C, through lead 76 to the terminal 40, lead 42, contact 43, bridge 44, contact 45, lead 60, contact 51,

bridge 52 contact 53, lead 58, resistance 56,

lead 59, contact 50, lead 54, terminal 55, lead 78 to third rail 67 of bloclr B, whereby the circuit through the locomotive includes the resistance 56 of the signal 21, and accordingly, decreases the amperage of the current through the motor. 1

In the event that neither the manual lever 22 or the manual lever 23 is depressed and the semaphores`16, 17, are inOnon-set position,'as is indicated in Fig. 1 upon the locomotive of the train passing Jrzrom the block A into the block B, the full circuit of the current is supplied to the motor by reason of the lead connection 76 with the third rail 70 of the block C at one end, thence through the signal 21 without transmission through the resistance 56, namely to terminal 40, the lead 42, (see Fig. 6) contact 43, bridge 44, contact 45, lead 60, contact 51, bridge 52, contact 50, and upon the train passing through lead 54, terminal 55,lead 78 (see Fig. 7) to third rail 67, of block B,

wiping contact of the locomotive, through In the event that there is more than one train, the other train or trains are successive` ly controlled by the manual setting of the signal. In the use of a series of signals on the trackway, the train or trains are respectively controlled by the setting of the signals affecting the sections of the trackway respectively controlled by tlie signals.

In Figs. 8 and 9 is illustrated a modification of a signal having a single semaphore capable of clear setting 85, caution setting 85", and a danger setting 85C, by manual operation of its setting lever 86 .to the corresponding positions 86, 86h, 86e. The lever 86, see Fig. 9, is connected by the rod 87 to a suitable leverage point 88, see Fig. 8, relative to pivot 89 of the semaphore 86. The semaphore 86 may be provided with transparences 90, 90?, 90c for the corresponding vlsual indication in coaction with an electrical lamp bulb mounted in the lantern casing 91. Coacting with the lever 86, pivoted at 92, and carrying a conducting bridge plate 93, is a set of contacts 94, 95, 96, 97. The resistance 56, or equivalent, may be mounted within the casing 20 of the signal, as set forth h einabove.

The terminal 40 is connected by the lead 98 to the contact 96; the contact 95 is connected by the lead 99 to one end of the resistance 56, the opposite end of which re'- sistance is connected by the lead 100 to the contact 97, which contact 97 is connected by the lead 101 to the terminal 55 of the signal. Accordingly, for the setting 85, the circuit is interrupted by the bridge 93 being out of contact with the contact 96 for the setting 85", the bridge 93 spans the contacts 95, 96, thereby interposing the resistance 56, similarly as respect to Figs. 5 and 6, and

. for the setting 85, the brid e 93 spans the contacts 96, 97, affording irect electrical conduction from terminal 40 lead 98, conmet 95, bridge 9a, Contact 97, iead 101 to terminal 55.

The electrical connections of the terminals 40 and 55 with a series of blocks A, B, C, are similar as illustrated in Fig. 7, in respect to the signal shown in Fig. 6.

The terminal 49, of the modiiication of Figs. 8 and 9, is similar to terminal 49 of Fi s. 6 and 7, to wit, for energizing thesemapore lamp or lamps by the connection of a lead 61, connected at one end to the signal terminal 40, thence to one terminal of the electrical bulb, grounded at its other terminal to the casing 20, thence from terminal 49,

rounded to the casing 20, to lead 80, see Fig. thence to return rail 74 to the source.

My invention is also applicable for continuous and automatical operation of the signals b the train or trains running on the tracks. Flins, for a trackway arranged as a loop or series of loops affording repeated return of the one or more trains, each train individually controls the signal of the section of two or more blocks of the trackway over which such train runs and eiecting the stopping of a second train if present in the immediately rearward block and the slowing down of another train if present'on the second rearward block by the control of the resistance or open circuiting of the energizing current.

Thus in Fig. 11, I have indicated a trackway formed as a loop and of a series of sections of blocks, the length and disposition of such trackway being capable of variation as may be desired. In Fig. 11, I have indicated two signals 105 of like construction and of like circuit arrangement with respect to series of blocks and a detail description of one signal and its circuit connections with the trackway will suffice, like reference characters being employed to indicate like parts.

Assuming that one or. more trains to be placed on the trackway 106 and headed in the direction of the arrows 107. The blocks of any section are designated L, M, N. T o

effect the same the third rails 108L, 10SM l of blocks L and M are insulated from one another at any suit-able limiting locations 109, similar to insulator 68 and the outer rails 110 of block M are similarly insulated from one another at the limiting locations 111; the outer rails of the sections N and M are insulated from the supporting ties. It will be understood that the third rail for the whole trackway is insulated from the supporting ties, and that the current is supplied from any suitable source connected to the leads 112, 113 respectively connected to the third rail 114 and to the outer rail or rails 115, of the general trackway.

The signal for such automatic operation is shown in Fig. 10 in details which are in modification of the construction shown in Fig. 6; the parts of Fig. 10 which correspond to like parts of Fig. 6 are designated by like reference numbers with the suilix a, it being understood, however, that the levers 22, 23Il are preferabl not operable manually and accordingly nee not extend exteriorily of the si al casing 20. The lever 22a is depresse to set its danger semaphore 16 by its solenoid 120, whose winding 121 is connected at one end by the lead 122 to the signal terminal 123 (see Fig. 11) energized by the lead 124 connected to the third rail 10SM of the block M and the opposite end of the solenoid winding 121 is connected by the lead 125 to the terminal 126, (see Fig. 11) connected by the lead 127 to the outer rail 110 of the block M.

The signal terminal 49 is grounded to the metal casing 20 of the signal, thereby connecting in the grounded terminal of electric lamp, andconnections are made with the signal terminal 40 to the other terminal of the electric lamp and with the track circuit to energize the lamp for all positions of the levers 22, 23, similarly as for the levers 22,l

' 23, of the arrangements shown in Figs. 6, 7,

8, and 9.

Accordingly, upony a train entering thel 5 block M, the circuit through the solenoid 120 is closed to set the danger semaphorefl and automatically deienergizes the third rail 1081i of thelrearward block L. Such ac-v tuation of the lever 22a may be effected by the lo core 128 of thesolenoid 120 being suspended from the link 129, connected to the eye 130 solenoid 130, whose winding v131 at one end is connected by the lead 132 to the signal terminal 123, see Fig. 11, connected by the lead 124 to the"third? rai-l 10SM of the block l 20 M, and the opposite end ,of the solenoid winding 131 is connected by the lead 135 to the signal terminal 136, connected by lead 137 to the outerrail 110 of the block N.- Upon actuation of the lever 23a to its set position, its bridge 52a is operated to span its contacts 51a, 53a and thus introduce the resistance v56 in the circuit of the third rail 108L and vouter rail 115L of the block L, similarly asin the arrangement of Fig. 7, utilizing the sig nal shown in Fig. 6.

Accordingly, upon a train passing through block N, any train passing through block L will be energized to the reduced extent effected by the resistance 56. Connections with the fthird and outer railsof block M and an additional signal of like construction to effect de-energization of block M when a train is in block N, are similarly carried out.

1n such arrangement as indicated in Fig. 11, 'in conjunction with Fig. 10, a-trackway formed of blocks of dierent lengthsmay be placed in ashow-window for demonstrating one, two or more toy electrical trains, the running of the trains and setting of the `Such arrangement is highly advantageous for demonstrating purposes and to avoid collisions and -de-railing, and particularly for toy trains, in which the motors may vary con- ,l 50

siderably in efficiency and consequent rate of travel for the same current.

In a similar manner, transportation trains for conveying persons and freight are controlled automatically by the'trafiic conditions in the advance blocks, and independently of the operation of the particular motors by the engineers of the trains. The arrangement is particularly advantageousby the absence of stop or trip levers on the trackway or other mechanical devices, as heretofore proposed.

The arrangement shown in Fig. 12 embodies the feature of central'control of two `or moretrains in the respective sections of blocks of the trackway.

selnaphores are controlled automatically.A

The central control is indicated at 140, and comprises a set of switch levers 141?, 141,

141e, 1411, corresponding to the respective groups of blocks, each block being arranged similar to blocks L, M, N of the arrangement shown in Fig.V 11 in conjunction with a signal of the type shown in Fig. 10; like parts are designated by `like reference numbers. The switch levers 1411---141l are connected at their pivot pointsby a common lead 142 to the general outer rail 115 of the trackway.

The contacts 143a--143d are respectively connected by the leads 144-144d to the outer r rails 110 of the desired blocks, to Wit, N, N, of the illustrated two sets of blocks. The

connections with the blocks may be varied as desired'. v

v Upon opening all the switches 143a-143d, the arrangement is in substance that of Fig. 11;- However, upon closing any switch, say switch 143", and leaving the remaining switches 1433, 143c and 143d open, thereby close-circuiting the therewith connected block M, and accordingly, if thev train is in block-L it is cle-energized and brought to rest, with corresponding"operation of the signal; upon closing the switch 143a and leavging the remaining switches 1431, 143, 143dv open, the train if'in block L is slowed down, and corresponding operation of the signal, for the reasons 'set forth hereinabove.

Upon closing switch 1431, with theswitches 143% 143c and 143d open, assuming the train to be in block M, the signal will be set for stop indication relative to the block L and the train` in blockM will continue through block Minto block N and thence into the succeeding blocks.

The arrangement of Fig. 12 is applicable for toy trains to afford control at a central location, in lieu of individual control at the respective signals asv illustrated in Fig. 7, or automatic control is illustrated in Fig. 11.

The arrangement of Fig. 12 is also applicable for freight and other transportation electric railways from a central station, and 'independently of the control of individual op-v erators on the respective trains, or when op'- erated without individual operators on the trains.

It will be observed that theterminal 123 of each signal 105 of the systems illustrated in Figs. 11 and 12, corresponds to the terminal 40 of each signal of the system illustrated in Fig. 7, and that said terminals 123 and 40 respectively are connected to the current supply. If desired, the power lead .from the current source may be directly connected to the terminals 40 of the signals of the system of Fig. 7 or similarly directly connected to terminals 123 of the signals of the systems of Figs. 11 and 12, asin the latter case by connecting each of the terminals 123 to the power lead, thus obviating the connection of each terminal 123 to a live third rail.

.In the systems shown in Figs. 11 and 12, I hav shown indicators 150 bearing the markiigs of any block or the adjacent blocks at the junctures.

Whereas, I have described my invention by reference to s ecific forms thereof, it will b9 understood t at many chan es and modifications may be made without eparting from the s irit of the invention.

I c aim 1 1. The combination of a trackwa comprising a set of three sequential bloc signals for said blocks, electrical supply means, circuit means for said supply means including a lead extendin to the first block of said set df three bloc s, electrically actuated means for said circuit means, an electrical first block.

resistance, and means responsive to the movement of a train in the third block of said set of three blocks for actuating said electrical actuating means toeffect a correspondsignal actuation and connect said electncal resistance in circuit with said lead, and thereby reduce the current sup lied by said current supply means` to the trac way of said 2. In a toy electrical railway, the combination of a tower of hollow construction, a semaphore pivotally mounted. at an upper rtion of said tower, an electrlcal resistance insulatin ly mounted within said tower, a terminal lnsulatingly mounted on said tower, a lead connecting one end of said resistance with said terminal, a movable contact member co-operating with said terminal, and means connecting said semaphore with said movable contact member to thereby set said sema hore in positions corresponding respectively to the electrical connecting in-and out of said electrical resistance. I

3. In a toy electrical railway, the combi-- nation of a tower of hollow construction, a semaphore pivotally mounted atan upper portion of said tower, an electrical resistance msulatingly mounted within said tower, a terminal insulatinglymounted on said tower, a lead connecting one end of said said tower, a lead connectin one end lof said resistance with said' termina a movable contact member co-operating with said terminal, means connecting sa1d semaphore with said movable contact member to thereby set said semaphore in positions corresponding respectively to the electrical connecting in an out of said electrical resistance and means for operating said movable `contact member.

4. In a toy electrical railway,ithe combination of a tower of hollow construction, a` semaphore pivotally vmounted at an upper rtion of said tower, an electrical resistance ylnsulatingly mounted within said tower, a'

terminalinsulatingly mounted von said tower, a lead connecting one end of said resistance' wlth said terminal, a movablecontact memses ber co-operating with said terminal, means connecting said semaphore with said movable contact member to thereby set said semaphore in positions corresponding respectively'to the electrical connecting in and out of said electrical resistance and electrical means for operating said movable contact member. v

5. A semaphore for a toy electric railway comprising a generally hollow base, a tubular tower extending thereabove, a semaphore 

